Automobile radio remote control



Oct. 26, 1948. E. F. M DONALD, JR 5 AUTOMOBILE RADIO REMOTE CONTROLFiled July 14, 1944 E 5 Sheets-Sheet' 1 L am, [1 g V 6 "IN-VEN TOREUGENE F. Mc DONALD, JR. g m 'amg,

- HIS ATTORNEY Oct. 26, 1948. E. F. M DONALD, JR

AUTOMOBILE RADIO REMOTE CONTROL 5 s eets-sheet 3 Filed July 14, 1944 a w5&3 musoamzlq 3 INVENTOR EUGENE -F. Mc DOINALD JR. a WLQ AX Hus ATTORNEYct. 26, 1948. E. F. MCDONALD, JR 52,384

AUTOMOBILE RADIO REMOTE common Filed July 14 ,v 1944 I I'NVENTOR.SSheets-Sheet 4' EUGENE F. Mc DONALD,'JR.

IS A TTIORNEY 26, 1948. I I E. F. M-cp p, JR

' AUTOMOBILE RADIO REMOTE CONTROL 1 @w 0 it is n (.l will r...

O03 m SN n Filed July 14, 1944 Patented Oct. 26, 1948 UNIT E D S TAT ESPATENT @Fi lfi E AUTOMUBILE RADIO REMOTE CONTROL Eugene F. McDonald,J12, Chicago, Ill.

Applicationluly 14, 1944, Serial No. 544,901

13 Claims. 1

This invention relates to arrangements for controlling radio apparatus.

It is often desirable to position radio apparatus in one location and tooperate or control such apparatus from some other convenient location.This is particularly true when the radio apparatus is mounted in anautomobile. In such case, it convenient to mount the radio apparatusproper in-the header space, on the dashboard or in the trunk space ofthe automobile and to ara range the apparatus to be operated andcontrolled by the foot of the driver or other occupant of the automobileor to operate and control the apparatus by manipulating controls mountedon the steering post, dashboard or other part of the automobileaccessible for manual control. In automobiles, it is particularlydesirable that the driver should be spared the unnecessary hazardsencountered when simultaneously driving the automobile and whenoperating or controlling the radio apparatus therein. It is desirablethat the driver should at all times'have both of his hands free forperforming the necessary driving functions and yet have the facilitiesfor full operation and control of radio apparatus.

In addition, the driver should have means readily accessible for mutingthe apparatus, for example, when and as he approaches railroadcrossings, when he believes he hears fire'or ambulance sirens, or whenhe engages in a conversation with other occupants in the automobile.

It is therefore an object of the present invention to provide in 'anautomobile an-improved unitary control operable by the driver or otheroccupants of the automobile for fully operating and controlling radioapparatus.

Another object of the present invention is to provide "an improvedunitary control for radio apparatus which is located at a point remotefrom the apparatus for efiecting the following operations and'controls:On and cfi operation, volume control, station changing and muting, tonecontrol, station setup and station indicating.

A further object of the present invention is to provide an improvedcontrol system for radio apparatus in which the following operations andcontrol may be accomplished either at the radio apparatus'or at a pointremote from such apparatus: On and ofi operation, volume control,station changing and muting, tone control, station setupandstationindicating.

:Aiurther object of the present invention is to provide an improvedunitary control assembly which may be located at some convenientposition remote from associated radio apparatus arin such'assembly.

Still another object of thep'resent invention is to provide improvedtuning apparatus especially adapted for usein'compact radioequipmentsuch as marine, aircraft and automobil radio equipment, 'etC., whereinit is convenient to locate'the apparatus at one position and operate and*control the apparatus from'anothe'r position.

The features of the present invention which are believed to be novel areset forth withpar ticula'rity in the appended claims. This inventionitself, both asto its organization and manner of operation, togetherwith further objects "and advantages thereof, may best "be understood byreference to the following description taken'in connection with theaccompanying drawings in which:

Figures 1 through'B show apparatu's'embodying the present invention;

'Fig. 4 shows apparatus, partly in'diagrammatic form, of apparatus forachieving-certain features of the pre'sentiiiven'tion;

Fig. 5 shows a sectionalview'through a portion of the'apparatus shown inFig. 4;

Fig. 6 shows constructional features and electrical circuit connectionsfor achieving certain features of the present invention;

Fig. 7 shows a view in elevation of apparatus useful for achievingpurposes of the present invent-ion;

'Fig. 8 shows diagrammatically operating characteristics of theapparatus shownin Fig.7;

Fig. 9 shows a'viewin perspective of a practical embodiment of apparatusshown partly'in schematic iorm in Fig.6 for achieving features of "thepresent invention;

Figs. '10 through 13 show certain structural details "of the apparatusshown in "Fig. 9, Fig. 13 showing the apparatus in Fig. '10 in adifferent operating position;

Fig.14 shows a view in elevation of modified apparatus for achievingcertain features of the present invention;

'Fig. 15 shows in greater detail features of the electrical controlcircuit shown in Fig. 14;

Fig. 16 is a sectionalview taken substantially on line l6! 6 of Fig. 14;

Fig. 17 shows a view in elevation of parts of apparatus of Fig. 14 in adifferent operating 'position;

Fig. 18 shows a sectional view taken substantially-online l8--|B oiFig.2; and

r Fig. .19 shows a side elevational view of certain elements showniinFig. 2.

A radio receiver arranged to be controlled in accordance with thepresent invention is preferably mounted in the header space of anautomobile as shown in Fig. l. The receiver is preferably controlled notonly at its location at the header space but also by the foot Of'thedriver of an automobile with the arrangement shown in Fig. 2. Thecomposite receiver may be mounted on a header plate I0,

At the header space, the set may be energized and deenergized by turningknob I I, tuning of the receiver may be effected by turning knob [2,volume output control of the receiver may be effected by turning knobl3, and control the tone of signals reproduced by the receiver may beefiected by turning knob l4. Pointer l5 at the header space indicatesthe tuned condition of the receiver.

The driver of an automobile, by actuating foot controls mounted onfloorboard l6 (Fig. 2) of an automobile, may mute the-receiver, tune thereceiver to predetermined stations, energize and deenergize thereceiver, adjust the tone of sound from the receiver, and change thepredetermined stations to which the receiver may be tuned. Furthermore,means are presenton the floorboard for indicating a station to which thereceiver is tuned.

The controls for effecting and indicating the above mentioned operationsat the floorboard are preferably mounted on a unitary structure I!arranged to be mounted on the fiocrboard of an automobile and withinreach of the drivers foot for convenient operation thereby when thedrivers attention is required in the normal course of driving anautomobile.

The unitary control member structure has mounted thereon an on-offcontrol l8, a muting and station changing switch IS, a tone controlswitch 20, a station setup control 2| and a series of consecutivelynumbered apertures 22 formed therein. which apertures are illuminated byilluminating means 24 (Fig. 6) within the structure for indicating thetuned condition of the receiver. The receiver 45 (Fig l) is preferablylocated in the header space and is electrically connected to controlelements in the unitary structure by wires in cable 21 extending betweenthe structure I! and the receiver 45.

As shown in Fig. 2, the unitary control member structure has preferablya crescent-shaped portion 29 with a push button type on-off switch 18mounted thereon at one end of the crescent and with a push button tonecontrol switch 20' on the other end of the crescent portion 29 and witha station setup control 2| mounted in the center of the crescentportion, the crescent shaped portion 29 being formed in part oftransparent material 23 behind which a series of lights 24 are disposedto transmit light through adjacent portions thereof having difierentmarkings thereon. Light obscuring members 25 (Fig. 18) disposed onopposite sides of each light source 24 assure light transmission onlythrough the transparent portion having a marking corresponding to theparticular source 24 which is energized in accordance with the tunedcondition of the re ceiver, as will be described later. Thecrescent-shaped member 29 and structure including footswitch l9, asshown in Figs. 18 and 19, are rigidly mounted on a common supportingmember 28 which, in turn, ismounted on the floorboard l6 of theautomobile with a portion of the automobile floor carpet C disposedbetween the crescent-shaped member 29 and supporting structure 28 forcovering the supporting structure 28 and fioorboard 16. The stationchanging and muting switch I9 is preferably, as shown in Fig. 2, mountedin fixed relationship to and within the space defined by crescent-likemember 29,

Alternatively, in accordance with this invention, as shown in themodification in Fig. 3, the crescent-shaped member 29 may be mountedaround and contiguous to the steering post of an automobile with thesteering post extending through the concave portion defined by thecrescent-shaped member 29, and with the station indicating numerals onmember 29 inverted. In such case, the station changing and muting switchi9 is located at some other convenient place in the automobile, such ason the floorboard IS, as shown in Figs. 2 and 6, or on the steering postor on the dashboard of the automobile, but it is preferred to mount thestation changing and muting switch l9 on the floorboard.

Referring to Fig. l, the header enclosure member or plate l0 extendssubstantially the full width of an automobile, upon which plate isfixedly mounted a complete radio receiver placed between the metal roof38 and header plate 10. The space which the radio reciver occupies inthat figure is usually called the header space and in the conventionalpresent-day automobile is the space defined by the roof of theautomobile and decorative felt or cloth directly in front of a personwhen he is sitting in the drivers seat. The radio receiver and itssupporting means I ll are positioned in the header space so as to give apleasing appearance without sacrificing the space normally required fora conventional rear vision mirror 40.

Although it is preferred to mount the radio receiver in the headerspace, the receiver may be mounted elsewhere in the space normallydefined by the roof 38 of the automobile and decorative cloth or felt 42without projecting unduly far from the surface defined by the decorativefelt, as shown in the copending application of Otto E. Wagenknecht,Serial No. 503,878, filed September 27, 1943, now abandoned.

As is shown in Fig. l, the main operating elements of the radio receiverare mounted with on-off control ll, manual tuning means 12, volumecontrol means 13 and tone control means l4 projecting through plate l0upon which the receiver unit is mounted. The tuning means l2, volumecontrol means 43, on-off control II and tone control means M arepreferably disposed near the center of the automobile so as to beequally available to occupants of the front seat of said automobile.

- Plate 10, preferably of pleasing appearance, has a set of openings 58which readily allow the passage of sound waves into the car from thefront part of the speaker 44 mounted on plate [0 directly behindopenings 50. A set of openings-52 through the left-hand side of plate inin Fig. 1 is symmetrically located with respect to the other set ofopenings 59 about an axis passing through the longitudinal center lineof the car. Since the header enclosure member or plate l0 closes oifcompletely the space within which the speaker 44 is located, it isdesirable to provide openings 52 in plate Ill so that a listener mayhear sound waves from the rear side of the speaker 44 as well as fromthe front side for enhanced tone quality. In some instances it has beenfound desirable to close up the openings '52 for optimum tone qualitywithout altering substantially the general outer appearance of plate In.3

Figure4 is a functional representation of a sible tuner structureembodying the present invention, as is practically exemplified by thestructure of Figure 10.

In Figure 4, briefly, the closing of footswitch 4 closes the electricalpath through solenoid 9 I, and causes plunger 63 to be attracted towardsolenoid "9| against the force of a spring 92. The turret rotatingmechanism is cocked durin this process and on the return stroke ofplunger 63, when switch I9 is open, turret 61 is rotated bringing asubsequent stop member into position to engage the carriage 60. Themagnitude of the inductance of coils 55 and 56 is readjusted for adifferent station by this process.-

" Each of the stops '66 may be mechanically preset through appropriatecooperating mechanical linkages by adjustment of control I2 or by remoteadjustment of shaft I81, which acts through a clutch including elementI80. These elements and their'functions are described in detai1 inconnection with the practical embodiment shown in Figure 9.

In addition to serving as a manual tuning means, the knob I2 may beturned to adjust the position of the other stop members 66 in turret 61so that the stop members 66 may be in suitable position for tuning whenthe footswitch I9 is actuated.

In Fig. 6, the radio receiver arranged to be installed in the automobileor vehicle includes an antenna 43, the tuner and amplifiers representedby a rectangle I00, an electron discharge device IOI arranged to detectand amplify signals received by the antenna 43 and tuned and amplifiedby the tuner and amplifier I00, a power amplifier discharge device I02,and a speaker 44, The operation of the radio receiver is normal insofaras it successively receives a modulated carrier wave from the antenna43, tunes and amplifies such wave in the tuner and amplifier I00,detects the signal in accordance with which the carrier wave ismodulated, such detection being carried out in the circuits associatedwith the discharge device It", amplifies such signals through devicesIOI and I02, and reproduces the signal in speaker 04. The signaldetection circuit associated with the discharge device I includes a highfrequency transformer I05 whose primary winding is energized by theamplified carrier wave from the tuner and amplifier I00, the secondaryof transformer I05 being tuned to resonance at the frequency of suchcarrier wave by a condenser I05. One terminal of the secondary oftransformer I 05 is connected to the anode I08 of a diode section of theelectron discharge device IOI and the other terminal is connected forhigh frequency current through a condenser I09 to the cathode I ID ofthe device IIiI, which cathode is associated with the diode sectionincluding anode I08, and with a triode section-including a controlelectrode H2 and an anode I I3. To complete a path for continuouscurrent through the anode I08, the cathode I I0 is grounded, and thatterminal of the secondary of the transformer I05 which is connected tothe condenser IIIIl-is grounded through'two serially connectedresistances I I4 and H5. A point between resistances H4 and H5 iconnected to ground and to the cathode I I0 through a high frequencyby-passing condenser IIIS, whereby signals detected in the detectioncircuit appear across the resistance H5. I

. The signal across the resistance II5 is transferred through either oftwo circuits to be described hereinafter to the control electrode H2tuner I00, and conductor I19.

of discharge device IOI. This control electrode I I2 is connectedthrough a suitable grid resistance M8 to the cathode H0. The anode H3 isconnected through a. suitable load resistance III! to a source ofpositive potential illustrated schematically by the rectangle I00, whichsource of positive potential is applied with power through either switchI20 or through switch I2I from battery which may be the storage batteryof the vehicle.

Amplified signal potentials appearing across the load resistance II 9are amplified through the power amplifier discharge device I02, which isconnected in usual fashion, and such amplified signals are transferredthrough an output transformer I22, the secondary of which is connectedto energize the speaker 44.

Cine circuit for transferring signals from the resistance H5 to thecontrol electrode H2 includes a volume control resistance I23, which isembodied in a unit of the type shown in my U. S. Patent No. 2,374,873,dated May 1, 1945, suitable for preferably mounting near the feet of anoperator of a vehicle in which the receiver is mounted. The ungroundedterminal (upper terminal in Fig. 6) of the resistance I23 is connectedthrough conductor I26 through a switch I27, conductor I28, to oneterminal of resistance H5. The other terminal of resistance I23 isconnected through conductors I30 to ground. This ground is preferablythe chassis of the receiver at a point near the points where cathodeIII; and one terminal of resistance IIE are grounded. To ground aterminal of the resistance I I5 in any other place would make itpossible for extraneous voltage between such ground point and thechassis of the receiver to produce undesirable current flow throughresistance H5, which would result in undesirable noise being produced inspeaker 4 3.

The movable contact I3I of the volume control resistance I23 isconnected through a conductor I32, condenser I33, conductors I34 and aswitch I39 to the control electrode H2. By such connections, signalvoltage appearing across the resistance I I5 appears also across thevolume control resistance I23, so that any desired portion of thissignal voltage across resistance I23 may be impressed through movablecontact I3I upon control electrode H2, thereby controlling the output ofspeaker 40. Suitable means are providcd, as described hereinafter, tocontrol the position of the movable contact I3I by a foot operation ofthe vehicles driver.

In the unit including the foot operated volume control resistance I20 ofthe type shown in my above mentioned patent application, there is alsoprovided means operable by the foot of the vehicles driver for silencingthe speaker M and for changing the tuning adjustment of the turnerrepresented by rectangle I 00. This means includes a switch contactIS'I, movable by the foot of the vehicles driver, a second switchcontact I38, movable when engaged with contact I31, and a third, fixed,switch contact I30. The contact It? is connected through conductors I4Ito ground. The contact I30 is connected to switch I 20 throughconductors M2, and the operating solenoid BI, suitably arranged asdescribed heretofore for changing the tuning adjustment of The contactI38 is connected through conductors I53 to one terminal of the secondaryof output transformer The other terminal of the secondary of transformerI22 is grounded.

In operation the driver of the vehicle in which neeasea this receiver isinstalled may at will control the output volume of the receiver bymoving by a foot operation the movable contact I3I of the resistanceI23. or he may depress the movable switch con-tact l3? until it touchescontact I38, at which time a short circuit is placed across thesecondary -of output transformer I22, thereby instantane- "ouslysilencing the speaker 44. Such silencing is frequently desirable toallow conversation or to listen for train whistles at railroadcrossings.

Further depression of the switch contact I31, so

that it carries movable contact I38 with it to complete the circuitbetween the contacts I38 and I39, defining switch I9, energizes theoperating coil 9| from battery 98, so long as two-way switch I I ortwo-way switch I3 is in a position toconnect the ungrounded terminal ofbattery 9|] to the left-hand terminal of coil 9| in Fig. 6 to change thetuning adjustment of the tuner represented by the rectangle I so as toreceive a different pretuned station.

. Switches I21 and I33, as well as the movable contact I45 of a volumecontrol resistance I46, are mechanically arranged to be controlled byoperation of a single operating element, preferably so positioned thatit may be operated by an occupant of a vehicle other than the driver,and preferably so located that it also may be operated by the driver.This single operating element is controlled by the control knob I3 (Fig.1).

Upon initial movement of this operating element, to be more fullydescribed hereinafter, from one extreme position, a slight movement ofthis operating element I3 is eflective to change the positions ofswitches I21 and. I36, so as to disconnect the upper terminal ofresistance I23 in unit I24 from resistance H5, and to isolate themovable contact I3I which is connected to lead I34 through condenser I33from grid I I2 of device IEil. The movement of'sw'itch element I21simultaneously connects volume control resistance I46 in parallel withresistance I I5, and the movement of switch I36 simultaneously connectsthe movable contact I45 of volume control resistance I48 throughcondenser I48 to the control electrode I12.

In Fig. '1, there is shown a side view of such an operating element,comprising a knob I3 which may suitably be turned by hand. This knob I3-is arranged to turn a shaft I50 "on which is mounted the volume controlresistance I46 and switches I21 and I36. This unit may conveniently beso mounted that knob I 3 is on the header plate In of the vehicle inwhich the receiver is mounted, so that it may conveniently be operatedby the driver of the vehicle or by a passenger.

In Fig. 8, there is shown an end view of this assembly in which an arrowII on the face of the knob I3 may be seen. When the knob I3 is turned ina clockwise direction, as indicated by the arrow I52, its initialmovement mentioned heretofore, which is effective only to close theswitches I21 and I35, covers an angle I54. Subsequent movement of theknob I3 is effective to change the setting of the variable contact I45on the volume control resistance I45, so as to apply any desired portionof the signal potential across resistance I46 between the controlelectrode H2 and cathode H0.

The volume control resistance I46 "may be of a usual type in whichrotation through a suitable angle at one end of the total angle throughwhich it may be operated is effective to change the resistance to a veryslight'degree, if at all. Angle I54 should be at such end of the totalangle of movement of knob I3. All, "or by farthe major part, of theresistance change in resistance I46 occurs during rotation of the knobI3 through the angle I55.

Ihe switches I21 and I36 may conveniently be of the type termed in theart switch covers, which are so arranged that they may be fitted on theback of volume control resistance I46, of usual form, and are actuatedduring rotation of the shaft I53 of the volume control resistancethrough a desired part of its angular movement. The modification of unitI24 is fully described and claimed in applicant's U. S. Patent No.2,374,873 dated May 1, 1945, for radio control system and multiplecircuit switch. Briefly, the casing I51 of this unit is so arranged thatit may beconveniently placed alone on the floorboard of the automobile,or preferably mounted within the concave portion defined by crescentmember 29 (Fig. 2) and fastened thereto so that the crescent member 29and easing I51 are integrally formed for all practical purposes. A footbutton I58 on the top of casing I 51 is arranged so that it may beeither depressed or rotated with respect to the CaSlllg15 I. Rotation ofthe button I31 by the foot of the vehicles operator is effective to varythe vehicle control resistance I23. Depression of the button I58 by thefoot of the vehicles operator is effective first to compress arelatively weak spring I50 and complete a connection between the roundedcontact I31 of the foot button I58 and the movable contact I38, both ofwhich are illustrated schematically in Fig. 1. Further depression of thefoot button I58 is efiective to compress the relatively stronger springIGI and, while maintaining a connection between the grounded movablecontact I31 and movable contact I38, moves both of these contacts down,so that connectfon is made between the movable contact I38 and the fixedcontact I39, which are all schematically illustrated in Fig. 6.

The conductors 'I4I, shown in Fig. '6 as being connected between movableswitch contact I31 and ground, are preferably a shielding braid likethat around the cabled conductors which, as shown in Fig. b, are passedthrough the shielding braidconstituting the metal cable sheath I65. It

is also desirable that conductors carrying audio frequency and extendingfrom the control unit I24 to the receiver be encased in a separateshielded cable I66 (Fig.6) whose metal sheath is grounded, such metalsheath being included within sheath I 65. In such case, externalelectrostati-c and electromagnetic fields do not introduce undesirablevoltages into conductors attached to the volume control resistance I23.Introduction of such undesirable voltage into c'onductors connected toresistance I23 results in the production of noise in the speaker 44which interferes with proper reproduction of signals.

Other arrangements for effecting station changing, muting and volumecontrol by means of a footswitch are shown and described in applicantsU. S. Patent No. 2,445,031.

Referring to Fig, 6, an arrangement is shown for controlling at theheader plate I 0 or on the floorboard Of an automobile the tone ofsignals reproduced by the receiver mounted in the header space of anautomobile. A three position tone control switch I 61 mounted in theheader space "and having control knob I4 (Fig. 1) is effective tocontrol the tone of signals when the receiver is conditioned foroperation at the header space by moving the switch elements I21 and I35to their right-hand positions in Fig. 6. When such 9. switch elementsI21 and I36 are" actuated to their positions shown in Fig. 6, the threeposition tone control switch I68 may then be moved to one of its threepositions for tone selection.

The tone control switch I68 is effective to connect either resistanceI18 or condenser H! in an audio frequency circuit for controlling tone.Resistance I'll) has one of its terminals connected to a first terminalon switch I68 and its other terminal connected to lead I34. CondenserI1I has one of its terminals connected to a second terminal of switchI68 and its other terminal connected to the movable contact I3I ofresistance I28. The third terminal i12 of switch I88 is isolated and themovable arm I13 of switch I68 is connected to the grounded lead I39.When arm I13 is connected to condenser I1I some of the high frequencycomponents of the audio signal reproduced in speaker 44 is suppressed.When-arm I13 is connected to resistance I19 some of the low frequencycomponents of the audio frequency signal reproduced in speaker 44 issuppressedand when arm I13 is in its third position engaging contact I12neither some of the high nor some of the low frequency componentsreproduced in speaker 44 is suppressed. This tone control may beeffected only when switches I21 and H6 are in the position, shown inFig. 6, but when such switches I21 and I36 are each simultaneously inthe other position the tone control switch I61 operated by knob H4 atthe header space is efiective to alter the tone of signals reproduced inspeaker 44.

Tone control condenser I 15 has one of its terminals connected to afirst contact of'switch I61 and its other terminal connected to themovable contact I45 of resistance I46. Tone control resistance I16 hasone of its terminalsconnected'to a. second contact of switch I61 and itsother terminal connected to control grid I I2 through switch I36. Thethird contact I18 is isolated and the grounded arm I11 of switch I61 isarranged to make contact with the three mentioned contacts of switchI81.

With switches I21 and I36 each simultaneously in their other position tothe right in Fig.6, and arm I11 connected to resistance I16, some of thelow frequency notes reproduced in speaker 44 are suppressed. When armI11 is connected to condenser. I15, some of the high frequency notesreproduced in speaker. are suppressed. When arm I11 is on contact I18,neither some of the low frequency notes nor some of the high frequencynotes reproduced in speaker 44 are substantially suppressed. It is thusclear that means are provided for controlling the tone of signalsreproduced in speaker 44 at either the header space or on the floorboardof the automobile.

The receiver may be turned on and off either at the header space bymanipulating knob II (Fig. 1) at the header space so as to actuatetwoway switch I28 (Fig.6) or be turned on and off at the floorboard ofthe vehicle by manipulating control I8 (Fig. 2) so as to actuate switchI 2| (Fig. 6). That is, in Fig. 6 the switches I20 and 12! are of thetype commonly referred to in the art as two-way switches which areconnected so that either one is effective to connect or disconnect theungrounded lead of source 98 with lead I19 which conducts current notonly to solenoid 9| when conductor I42 is grounded but alsoto thereceiver proper through lead I86. Switch arms I 8| and I82,respectively, of switches I29 and I 2| are permanently connected throughconductor I83. Corresponding contacts on switches I20 and I0 I2I areconnected by conductors I84 and I85, conductor I84 being connected tolead I19 and conductor I85 being connected to the ungrounded terminal ofsource 98. Thus, the switches I28 1 and I'2I are effective to turn onand off the receiver either at the header space or at the floorboard ofthe vehicle.

Referring to Fig. 6, the station indicating lamps 24 are connected inthe manner shown in Fig. Lone common terminal of such lamps beingconnected through lead 89 to the ungrounded terminal of source 98 andeach of the other terminals on each lamp being connected throughseparate leads to a corresponding contact of switching device 85 havingthe grounded movable contact arm 86.

It is understood that the footswitch I9 shown diagrammaticallyin Fig. 4may be actuated to tune the receiver to predetermined broadcast stationsfrom a remote point. An arrangement for setting up such predeterminedbroadcast eta-- .tionsor for tuning the receiver continuously over aband of frequencies at a remote point is described now.

Referring to Figs. 4 and 6, a flexible shaft I81 is releasably connectedto an extension of shaft 94 through a, releasable connection I88. Suchconnection I88 may, for example, be of the type whichrequires movementof flexible shaft I81 in a direction parallel to its axis and in thedirection of shaft 64 for operatively connecting shaft I81 with shaft 94such that subsequent rotation of shaft 181 causes rotation of shaft 94.As shown in Fig. 6, the flexible shaft I81 extends from the header spaceto the fioorboard of the automobile where control knob 21 fastened toone end thereof may be moved to the left (Fig. 6) to cause shaft I81 toengage shaft 94 and then rotated to change the tuned condition of thereceiver.

The station setup or means for continuously tuning the receiver from aremote point such as the floorboard may take other forms than that shownand described.

Fig. 9 shows a practical embodiment of the tuning arrangement shown inFigs. 4 and 6. Certain details of such tuning arrangement are fullydescribed andclaimed in the copending application of Otto E.Wagenknecht, Serial No. 516,362, filed December 31, 1943. In accordancewith the .present invention, this type of tuner is made effective notonly to set up, at the location of such tuner, predetermined stations towhich the tuner may subsequently be sequentially tuned but also to setup at a distant place, such as the floorboard or the trunk space of anautomobile, the broadcast stations which may subsequently be tuned in asequential manner by sequential operation of a footswitch or the like.Furthermore, such set up means located at such remote point may also beused to provide continuous tuning control over a frequency band.

Fig. 9 shows practical apparatus for adjusting or varying the positionof each one of the powdered iron cores or slugs 51, 58 with respect toassociated inductance coils 55, 56 encased in and electrically insulatedfrom metal cylinders I98, which cylinders are joined by a metallic webI9I.

The apparatus is eifective to position the core members 51, 58 withrespect to their associated coils so that those core members assumepredetermined positions with respect to their associated coils 55, 56when the radio receiver is automatically tuned by operating a pushbutton, foot- 11 ous movement of the core members 51, 58 with respect totheir associated coils when it is desired to tune the radio receivedcontinuously through a given frequency band either at the location ofsuch tuner or at a remote point.

In Fig. 9, the core members 51, 58 are preferably adjustably mounted oncarriage member to by means of a flexible coil spring-like member 192which has one end fastened in a core member and is adjustably heldincarriage 6!! by the screwthreadlike portion of the spring member I92engaging a cooperating screw-threaded portion in carriage 60.

The movable carriage Efl carries core members 51, 58 and its positiondetermines the position of the core members in their associatedinductance coils, the carriage 60 being slidably mounted on guidemembers W4 and [55 which pass through cooperating guide apertures in thecarriage 58. Carriage 60 is normally biased to the right in Fig. 9against the most downward positioned one of the angularly spaced stopmembers 65 by means of a prestressed spring 92 having one of its ends a(Fig. 10) fastened to the carriage extension 200, and its other endfixed relative to the base plate 201. Carriage 6B is provided with arecessed portion 202 arranged to snugly receive a stop member 66 forincreasing the reset accuracy of carriage 60 in repeated operation ofthe tuning device.

Spring 92 is confined between the base plate 201 and a circular member204, the spring 92 being wound and prestressed around the bolt 285 whichhas one end threaded in base plate 20 i and which has circular member 2%attached on its other end by means, for example, of a press fit. Theparticular spring 92 shown in Fig. 9 is used advantageously because itoccupies a very limited space and the force exerted thereby isrelatively constant over the length of the travel of carriage 60 fromabutting relationship with the turret actuating member 28'! (similar tomember 16 in Fig. 4) to abutting relationship with the most downward oneof the stops 66 on turret 61.

Movement of carriage 60 to the left in Fig. 9 on guides I94 and Hagainst the action of spring 92 to abutting relationship with turretactuating member 267 is accomplished by energizing a'solencid. 91 (Fig.4) disposed with its longitudinal axis parallel to and spaced midwaybetween the extension of the axes of guide members i534 and I95 suchthat when iron core 63 (Fig. 4) attached to carriage 60 is attracted bythe magnetic force set up by the solenoid 9|, carriage 60 moves to theleft in Fig. 1 on guide members I94. and I95 without much friction butagainst the action of spring 92.

As long as solenoid Si is energized, carriage 69 remains in itsfurthermost left position in Fig. 9, but when solenoid BI is deenergizedthe carriage 60 moves to the right on guides I94 and i 95 under theinfluence of restoring spring 92 until carriage movement to theright isarrested by one of the stop members 65 on turret 61.

In the furthermost right position of carriage 6B in Fig. 9, after itreturns from engagement with turret actuating member 201, another stopmember 65 is engaged which, of course, determines the rest position ofcarriage 80 and determines the position of core members 51 and 58 intheir associated inductance coils 55 and 56. The means for causinganother stop member 65 to arrest the travel of carriage E9 is describedin connection with the description of Fig. 4 and in more detail in theabove mentioned application of Otto E. Wagenknecht.

In general, when carriage 60 moves to the left in Fig. 9 and approachesthe end of its traveL'it engages the turret actuating member 201 andthen moves it from normal position shown in Fig. I

9 to a more rearward position during which movement the turret actuatingmechanism is conditioned to rotate the turret shaft 259 and turret 61 anangular distance corresponding to the angular distance between adjacentstops 6B. As carriage 6% moves from its furthemost left position nearthe position shown in Fig. 9, the turret shaft 2! and. mechanicallyconnected turrest 61 are rotated an angular distance equal to theangular distance between stops 66 so that movement of carriage (i0 isarrested by a stop adjacent to the one which previously arrested themovement of carriage Gil.

In Fig. 9, the turret 81 carrying the adjustable stops 66 and, havingits shaft 2% extending substantially the full length of the compositedevice is journaled respectively in the vertically extending andsupporting plates 21!] and 2! l, the plates tilt and 2H being suitablysecured to the base plate '28! by means of screw connections or thelike. Turret shaft 289 is arranged to be rotated intermittently and onlyclockwise in Fig. 9 an angular distance corresponding to the angulardistance between adjacent stops 65 each time carriage moves to itsfurthermost left position in Fig. 9 and then returns substantially toits initial position.

Suitable movement of member 251 for intermittently turning shaft 209 isproduced by linear back-and-iorth movement of turret actuating member201, such back movement being produced by engagement of carriage 60 withmember2fll and such forth movement being produced by the action of arestoring spring (not shown). Such back-and-forth movement of member 201causes respectively counterclockwise and clockwise movement of a geartrain suitably connected to turret shaft 209.

That is, linear movement of actuatin member 29'! is transformed intosuitable rotary movement of shaft 289 by providing actuating member 20?with a suitably twisted portion 212 along its axial length and byproviding a suitable curved aperture in a rotatable gear (not shown)through which twisted portion 2I2 passes in cooperating engagement.

With the apparatus thus far described it is evident that, each timeactuating solenoid 9| (Fig. 4) is energized, the carriage 60 movesagainst the action of spring 92 from engagement with one stop member 66to abutting and operating engagement with turret actuating member 201 soas to condition the turret actuating mechanisim for rotating the turret61, and that when the actuating solenoid Si is deenergized the carriage50 moves under the influence of restoring spring 92, the turret 67revolves an angular distance corresponding to the angular distancebetween adjacent stops 66 and further movement of the carriage isarrested by an adjacent stop 65.

Each stop member 56 is adjustably mounted on individual screw-threadedshafts 215 which lie in a direction substantially parallel to the axesof inductance coils 55 and 56 and is displaced from adjacent stopmembers by equal angles of 30 in the particular device shown in Fig. 9.Rotation of screw-threaded shaft 215 causes linear movement of theassociated stop members carried thereon, the particular stop member 66being guided and held from rotation by the cooperation of an extension368 on such stop cooperating with aczsaescv a groove 301 in turret shaft269 extending the, full length of adjustable stop travel.

Each screw-threaded stop positioning or bearing shaft 2|5 is journaledat its opposite ends in spaced flanges 2i8 and 21S fixed on turret shaft209, one end of each such positioning shaft 2l5 carrying a gear 226fixed thereto and arranged to be engaged by a gear 222 of an actuatingmechanism to be described now for adjusting or varying the position of astop 66 on its associated screwthreaded shaft 215.

In Figs. 9 to 13, inclusive, rod 223 having actuating gear 222integrally formed thereon and movable in a direction parallel to itsaxis incylindrical guide openings 225 and 226, respectively, in the topplate 221, base plate 261 and supporting member 2!! is normally biaseddownward. in Fig; 10 by prestresse-d compression spring 236 withshoulder 23! of rod 223 in engagement with the curved extension ofsupporting plate 2| I, the spring 230 having one of its ends abuttingtop plate 221 and its other end abutting the shoulder 232 having gear222 thereon.

When control rod 223 is moved upward in the direction of the arrow inFig. 10, gear 222 engages the most downward one of thegears 226 on itsassociated rod 2i5 so that a stop member 66 carried on such rod 2 I ismoved along the rod 2 l5 by rotating control rod 223 with gear 222 inengagement with gear 226. Rod 223 and gear 222 are maintained in theirengaging position with gear 226 by a latch mechanism 23 5 described now.

The latch mechanism 232 for holding gear 222 in engagement with gear 226comprises a latch bar 235 slidably mounted and guided on base plate 261with a spring 231 for biasing the end 238 of bar 235 into engagementwith the projecting end of manual control rod 223, the compressionspring 231 having one of its ends abutting a recessed portion of baseplate 26! and its other end abutting a recessed portion in bar 235 so asto tend to push bar 235 to the right in Fig. 10.

The bar 235 is slid'ably mounted and guided on base plate 221 by pins246 and 241 respectively passing through latch bar apertures 243 and 224and having one of their ends anchored in base plate 261, the other endsof pins 240 and 2: carrying enlarged heads for maintaining latch bar 235on the plateZill. A projecting portion 246 of latch bar 235 extendsupward through an aperture 248 in base plate 2M in the path of carriage62 for moving latch bar 235 to .the left in Fig. each time solenoid 61(Fig. 4) is energized whereby end 226 of latch bar 235 disengages manualcontrol rod 223.

Control rod 223 is latched into operative position with one of the gears226 by moving it in the direction of the arrow in Fig. 10, in which casethe spring-pressed latch bar 235 having opening 253 of slightly largerdiameter than the diameter of control rod portion 252 engages suchportion and enlarged portion 253 as shown in Fig. 13 so as to hold themanual control rod 223 in its most upward position in Fig. 10 inengagement with gear 222 and against the action of compression spring236. Then, when carriage 56 is moved to its furthermost left posit-ionin Fig. 10 by energizing solenoid winding 61 (Fig. a), carriage 60 abutslatch bar projection 246 (Fig, 10) and moves the latch bar end 238 outof engagement with the reduced portion 252 whereupon the control rod 223moves downward in Fig. 10 due to the action of compression spring 236.When and as carriage 63 moves'from its furthermost left position in Fig.9, latch bar end 238 engages the enlargedportion 14 2530i manual controlrod 223 and-movement of latch bar 235 is thereby limited, such returnmovement of latch bar end 233 being due to the action of compressionspring 231.

Control rod 223 having actuating gear. 222 formed integrally therewithmay be moved from the position shown in Fig. 10 to a positioncorresponding to the position shown in Fig. 13 where gear 222 is held incooperating engagement with the most downward one of gears 220 either bypulling upward-s on knob i2 located at the header space or by pressingflexible cable i81 upward in Fig. 10 against the action of compressionspring 236. This motion of flexible cable I 81 may be produced byshoving control 2| in Fig. 6 to the left or, correspondingly, bystepping on the-control knob 2i in Fig. 2. No matter in what mannercontrol rod 223 is moved in the direction of the arrow in Fig. 10, latchbar 235 automatic-ally locks the control rod gear 222 with the gear 226so that subsequent rotation of knob E2 or control 21 causes a change inthe position of stop member 66 and correspondingly causes a change inthe tuned condition of the receiver of which coil-s and 56 form a part.

In this manner, the receiver may be .tuned continuously over a range offrequencies by turning knob [2 or control 21 not only for signalreception at that particular instance but also for set-ting up thestation-s which are sequentially tuned by subsequent operation of thefootswitoh l9. In this setting up process, individual stops 66 arepositioned by rotating the turret 61 and stops 66 to a position wherethey may be moved by sequential axial movement of control rod 223 androtation of knob l2 or control rod 2 i. r

Fig. 14 shows a modified remote control arrangement for tuning thereceiver continuously over a range of frequencies of for setting up thestations which are sequentially tuned by subsequent operation of thefoot-switch [9 in Fig. 4.

In Fig. 14, the apparatus is the same as the apparatus previouslydescribed in connection with Figs. 10 and 11, but in addition includes amotor 262 having an axially movable armature for adjusting or varyingthe position of a stop 66 by energization of such mot-or either at apoint near the receiveror at a poin-t rernote from such receiver.

Upon energization of motor 260, its shaft 26! is simultaneously moved inthe direction of the arrow in Fig. 14 and rotated so as to initiallycause upward movement of control rod 223. into latched position whereingear 222 engages gear 262 fixed on shaft 26! and is rotated therebyv solong as motor 266 is energized with current from source 263'throughswitch 264.

I Motor 260 is mounted upon a bracket 266 which in turn is suitablyfastened to a vertical supporting member 2il and, carries pivotallymounted actuating member 232. Motor 260 has its armature shaft 261normally displaced from the position it occupies when motor 260 isenergized due to the force exerted by a tension spring 210 having one ofits ends attached to bracket 265 14 and 17 pressed into contact withgear -262-'0n 15 shaft 26! due tothe force exerted by tension spring 210which also normall causes the armature of motor 266 to be displaced.from its running position.

Actuating member 288 has its lower end in Figs. 14 and 1'? arranged tocontact and move the actuating rod 223 when the armature shaft 25! ismoved from the position shown in Fig. 14 to the position shown in Fig.17, in which latter position gear 222 is locked in engagement with gear220 by means of the latch bar 235 (Fig. 14) as described in connectionwith Figs. 10 to 13. When gears 22B and 222 are engaged cooperatively bysubstantial movement of shaft 265 produced by the magnetic pull of thefield of motor 260 on its armature, subsequent rotation of motor shaft26! causes rotation of gear 220, and lateral movement of stop 66 on itsthreaded shaft 2 !5 whereby carriage 60 is moved laterally to adjust orvary the position of associated tuning elements carried on carriage 60.

In Fig. 14, the switch for actuating motor 260 is shown in general as asingle blade switch. Such switch preferably incorporates means forreversing the direction of rotation of shaft 26!. Fig. 15 shows suchreversing means. The motor 260 having the armature 28a and field Winding28! is arranged to be energized from source 263 through the switch 264.Switch 264, a threeposition switch, is shown in open position in Fig. 15and comprises a single actuating member 284 attached to short-circuitingmember 285 and insulating member 286 which carries a pair of insulatedcontacts connected respectively to opposite terminals of field winding28 i,

As actuating member 284 is. moved from its first position to a secondposition in the direction of the arrow in Fig. 15, short-circuitingmember 285 conducts current to armature 23d and also current flows fromsource 263 through shunt connected field winding 28! in one direction.As actuating member 284 is moved further in the same direction, to itsthird position, current continues to flow to armature 289 in the samedirection, but the current flowing in shunt field winding 28! isreversed. Thus, in the first mentioned position of switch 264, thearmature 280 is deenergized and in the second position of switch 254armature shaft 26! (Fig. 14) is moved in the direction of the arrow inFig. 14 and shaft 26! is rotated in one direction. In th third position,shaft 25! (Fig. 14) is moved in the direction of the arrow in Fig. 14,and shaft 26! rotates in reverse direction.

In the modification shown in Fig. 14, the receiver which is tuned may belocated in the header space, trunk or other relatively inaccessible partof an automobile, and in such case switch 264 is conveniently located onthe dashboard or fioorboard of such automobile. Also, in such case, theactuation of either one of two switches (switch 264 in Fig. 14 andswitch 38, 39 in Fig. 6) causes respectively continuous tuning orsequential tuning of the receiver, the stations tuned sequentially beingset up by actuation of switch 264.

While particular embodiments of the present invention have been shownand described, it will be obvious to those skilled in the art thatchanges and modifications may be made without departing from thisinvention in its broader aspects, and, therefore, the aim in theappended claims is to cover all such changes and modifications as fallwithin the true spirit and scope of this invention.

I claim:

1. In a system for controlling the output volume and tone of a radioreceiver in a moving vehicle, means for adjusting over a rang suchoutput volume and tone, said means beinglocated for convenient operationby the operator of said "ehiclo whose attention must be focused upon theoperation of said vehicle, second means for adjusting over a range saidoutput volume and tone, said second means being located at a positiondifferent from said first means, and means actuated automatically uponadjustment of said second means for transferring control over saidoutput volume and tone from said first means to said second means andfor permanently disabling said first means after said adjustment.

2. A volume and tone control system for a signal reproducer comprisingmeans at a first point to adjust over a range the volume of signals andtone reproduced by said reproducer, means at a second point spaced fromsaid first point for adjusting over a range the volume of signals andtone reproduced by. said reproducer, and means actuated automaticallyupon adjustment of one of said means for transferring control over theadjustment of volume of signals and tone reproduced by said reproducerfrom said one means to the other means, and for permanently disablingsaid other means after said adjustment.

3. In a control system for a radio receiver in a vehicle, said receiverhaving means for sequentially selecting predetermined signals and meansfor muting the output volume of said receiver, the combination of afootswitch located for convenient operation by the vehicle driver whilehis attention is absorbed in the operation of said vehicle, saidfootswitch having a member operable in one fashion to cause said mutingmeans to mute the output volume of said receiver and operable further inthe same fashion to cause said signal selecting means to select apredetermined signal, said member of said footswitch being operable in adiiferent fashion for adjusting overa range the output volume of saidreceiver, means located at a position in said vehicle different fromsaid footswitch for consecutively disabling said footswitch to controladjustment of said output volume and thereafter adjusting the volume ofoutput of said receiver, resilient means for resisting movement of saidfootswitch member when moved in such a direction to cause the mutingmeans to mute the output volume of said receiver and for resisting withsensibly greater resistance after actuation of said muting means furthermovement of said member to provide an indication by the sense of feel ofthe position of said footswitch member.

4. In a control system for a radio receiver in a vehicle, said receiverhaving means for sequentially selecting predetermined signals and meansfor muting the output volume of said receiver, the combination of afootswitch located for convenient operation by the vehicle driver whilehis attention is absorbed in the operation of said vehicle, saidfootswitch having a member operable in one direction to cause saidmuting means to mute the output volume of said receiver and operablefurther in the same direction to cause said signal selecting means toselect a predetermined signal, said member of said footswitch beingoperable in a different direction for adjusting over a range the outputvolume of said receiver, and means located at a position in said vehicledifferent from said footswitch for consecutively disabling saidfootswitch to control adjustment of 17 said output volume and thereafteradjusting the volume of output of said receiver.

5. A control for radio receiver mounted in an automobile including anon-oiT switch, a tone control switch, a combination station-changing,station-muting and volume control means, and means for mounting saidswitches and control means at a position in said automobile convenientfor actuation by the foot of the driver of the automobile,

6. A control for a radio receiver mounted on an automobile including anon-oif switch, a tone control switch, a combination station-changing,station-muting and volume control means, such switches and control meansbeing mounted on a unitary structure spacing the switches for actuationby the foot of the driver of the automobile, and station indicatingmeans on the unitary structure.

7. In a radio receiver mounted in an automobile, a station-changingswitch mounted on the fioorboard of the automobile for convenientoperation by the foot of an operator, a housing for said switch, andmeans carried by said housing for indicating the station setting of saidswitch.

8. A control for a radio receiver mounted in an automobile including anon-off switch, a tone control switch, a combination station-changing,station-muting and volume control, and a station setting control, andmeans for mounting said switches and controls at a position in saidautomobile convenient for actuation by the foot of an operator.

9. In an automobile receiving system, a receiving set having a pluralityof presetable means for presetting said set to receive a signal from anyone of a plurality of transmitting stations, a stepby-step rotaryselecting device for selecting a desired one of said presetable means,means for rtating said device in steps to select any one of saidpresetable means, said rotating means includin a foot pedal operable bythe driver of said automobile, a housing for said foot pedal mounted onthe floorboard of the automobile, and means carried by said housing forindicating the particular one of said presetable means selected by saidselecting device.

10. In a control system for a radio receiver in a vehicle, said receiverhaving means for sequentially selecting predetermined signals and meansfor muting the output volume of said receiver, the combination of afoctswitch located for convenient operation by the vehicle driver whilehis attention is absorbed in the operation of said vehicle, saidfootswitch having a member operable in one fashion to cause said mutingmeans to mute the output volume of said receiver and operable further inthe same fashion to cause said signal selecting means to select apredetermined signal, said member of said footswitch bein operable in adifferent fashion for adjusting over a range the output volume of saidreceiver, means located in said vehicle at a position different from aidfootswitch for adjusting over a range the output volume of saidreceiver, and means at said difierent positions for transferring controlof the adjustment of said output volume from said footswitch to saidmeans.

11. In a radio receiver mounted in an automobile, a station changingswitch mounted on the floorboard of the automobile for convenientoperation by the foot of an operator, a housing for said switch, anon-off switch for said receiver mounted on said housing, and meanscarried by said housing for indicating the station setting of saidswitch.

12. In control apparatus for radio receiving apparatus, a stationchanging switch mounted on the floorboard of the automobile forconvenient operation by the foot of the operator, a housing for saidswitch, tone control means for said radio receiving apparatus mounted onsaid housing, and means carried by said housing for indicating thestation setting of said switch.

13. In a radio receiver mounted in an automobile, a combinationstation-changing switch and volume control means mounted on thefloorboard of the automobile for convenient operation by the foot of anoperator, 2. housing for said switch, and means carried by said housingfor indicatin the station setting of said switch.

GENE F. MCDONALD, J R.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,915,290 Clement June 27, 19331,977,745 Thompson Oct. 23, 1934 2,020,420 Lear Nov. 12, 1935 2,028,511Lewis Jan. 21, 1936 2,047,151 Mitchell July 7, 1936 2,055,363 PowellSept. 22, 1936 2,062,259 Thomas Nov. 24, 1936 2,078,060 Clement Apr. 20,1937 2,094,092 Beers Sept. 28, 1937 2,100,609 Mitchell Nov. 30, 19372,256,073 Carlson Sept. 16, 1941 2,307,329 McDonald, Jr. Jan. 15, 19432,326,737 Andrews Aug. 17, 1943 2,374,873 McDonald, Jr May 1, 1945Certificate of Correction Patent No. 2,452,384. October 26, 1948.

EUGENE F. MCDONALD, JR.

It is hereby certified that errors appear in the printed specificationof the above numbered patent requiring correction as follows:

Column 12, line 11, for the wordfiturrest read turret; column 14, line39,for frequencies of read frequencies or;

and that the said Letters Patent should be read with these correctionstherein that the same may conform to the record of the case in thePatent Office.

Signed and sealed this lst day pfQMarch A. D. 1949.

THOMAS F. MURPHY,

Assistant Uommissioner of Patents.

